EP2664519A1 - Zusammenklappbare Strebe gesteuerter Verformung für den Rahmen eines Straßenfahrzeugs - Google Patents

Zusammenklappbare Strebe gesteuerter Verformung für den Rahmen eines Straßenfahrzeugs Download PDF

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Publication number
EP2664519A1
EP2664519A1 EP13168142.1A EP13168142A EP2664519A1 EP 2664519 A1 EP2664519 A1 EP 2664519A1 EP 13168142 A EP13168142 A EP 13168142A EP 2664519 A1 EP2664519 A1 EP 2664519A1
Authority
EP
European Patent Office
Prior art keywords
strut
thickness
inner end
frame
presents
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13168142.1A
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English (en)
French (fr)
Other versions
EP2664519B1 (de
Inventor
Andrea Merulla
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ferrari SpA
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Ferrari SpA
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Publication date
Application filed by Ferrari SpA filed Critical Ferrari SpA
Publication of EP2664519A1 publication Critical patent/EP2664519A1/de
Application granted granted Critical
Publication of EP2664519B1 publication Critical patent/EP2664519B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members

Definitions

  • the present invention relates to a collapsible strut with controlled deformation for the frame of a road vehicle.
  • the frame of a road vehicle normally comprises a central section, which is stiff (i.e. does not collapse in case of crash) and defines a safety cell, inside of which a passenger compartment is obtained, and two end sections (front and rear, respectively) which are collapsible, that is, they deform in controlled manner in case of crash.
  • the energy of the crash is absorbed as closely as possible by the end section of the frame involved in the crash, thus allowing the central section of the frame (inside of which the passenger compartment is defined which is to protect the occupants of the vehicle) to resist without deformations and thus at the same time reducing the decelerations to which the central section of the frame is subjected.
  • each end section of the frame there are two or more collapsible struts with controlled deformation, which are oriented longitudinally and serve the function of deforming in controlled manner in case of crash; in particular, when they are loaded axially with an adequate force of compression (as happens during a crash of a certain force), the struts collapse (they compress) axially thus progressively reducing the axial dimension thereof.
  • the dimensioning of collapsible struts with controlled deformation is necessarily a compromise between the need to protect the occupants of the road vehicle in case of crash at low speed against a fixed obstacle and the need to protect the occupants of the road vehicle in case of crash at high speed against a fixed obstacle.
  • the dimensioning of collapsible struts with controlled deformation will allow acceptable results to be obtained in both crashes without however achieving optimal results in either of the two crashes.
  • Patent Application WO0030916A1 , Patent US6588830B1 and Patent Application EP0900717A1 describe a frame of a road vehicle provided with a collapsible strut with controlled deformation; the strut consists of an internally hollow tubular body and presents a thickness which axially varies from an inner end fixed in a projecting manner to the frame, to an outer end.
  • the thickness of the strut varies in a continuous manner, namely without discontinuity, grows continuously from the outer end to the inner end, and presents an absolute minimum at the outer end and an absolute maximum at the inner end.
  • the object of the present invention is to provide a collapsible strut with controlled deformation for the frame of a road vehicle, which strut is free from the above-described drawbacks and at the same time is easy and affordable to embody.
  • a collapsible strut with controlled deformation for the frame of a road vehicle is provided according to that claimed by the accompanying claims.
  • Numeral 1 in figure 1 indicates a road vehicle as a whole, equipped with two front wheels 2 and two rear driving wheels 3, which receive the torque from an internal combustion heat engine 4 through a transmission 5.
  • the road vehicle 1 is equipped with a frame 6 comprising a central section 7, which is stiff (i.e. does not collapse in case of crash) and defines a safety cell, inside of which a passenger compartment is obtained, and two end sections 8 and 9 (a front end section 8 and a rear end section 9, respectively) which are collapsible, that is deform in controlled manner in case of crash.
  • a frame 6 comprising a central section 7, which is stiff (i.e. does not collapse in case of crash) and defines a safety cell, inside of which a passenger compartment is obtained, and two end sections 8 and 9 (a front end section 8 and a rear end section 9, respectively) which are collapsible, that is deform in controlled manner in case of crash.
  • the energy of the crash is absorbed as closely as possible by the deformation of the end section 8 or 9 of frame 6 involved in the crash, thus allowing the central section 7 of frame 6 (inside of which the passenger compartment is defined which is to protect the occupants of the vehicle) to resist without deformations and thus at the same time reducing the decelerations to which the central section 7 of frame 6 is subjected.
  • front struts 10 and two rear struts 11, respectively which are collapsible with controlled deformation, which are oriented longitudinally and serve the function of deforming in controlled manner in case of crash; in particular, when the struts 10 and 11 are loaded axially with an adequate force of compression (as happens during a crash of a certain intensity), the struts 10 and 11 collapse (they compress) axially thus progressively reducing the axial dimension thereof.
  • each front strut 10 consists of an internally hollow tubular body which presents a closed transverse section with a hexagonal shape (seen in figure 8 ) and extends between an inner end 12 (i.e. facing the inside of the road vehicle 1) and an outer end 13 (i.e. facing the outside of the road vehicle 1) axially opposite to one another (i.e. the two ends 12 and 13 are arranged on opposite sides of the front strut 10).
  • Each front strut 10 is suited to be fixed in a projecting manner to the corresponding front end section 8 of frame 6 at the inner end 12 and by means of a fixing body 14 (clearly seen in figure 3 ), which comprises a base plate 15 which is screwed into the front end section 8 of frame 6, and a fixing plate 16, which is raised perpendicular to the base plate 15, partially embraces the front strut 10 (as shown in figure 3 ) and is glued laterally to the front strut 10.
  • each fixing body 14 is monolithic and is made in a single casting, therefore the base plate 15 and the fixing plate 16 are two parts of a same body.
  • the front strut 10 presents a closed transverse section with a hexagonal shape, in which the six sides do not all have the same length; indeed the two vertical sides are longer in length with respect to the four upper and lower sides, all four of which being the same in length.
  • a shape of the closed transverse section is particularly advantageous, even though it is also possible to use other shapes (for example the circular shape or rectangular shape).
  • the front strut 10 presents a thickness T which axially varies (i.e. along the longitudinal axis) from the inner end 12 to the outer end 13; in other words, thickness T of the front strut 10 is not constant along the longitudinal axis, rather varies along the longitudinal axis while moving from the inner end 12 to the outer end 13. According to the preferred embodiment shown in the accompanying figures, thickness T of the front strut 10 varies in a continuous manner, namely without discontinuity.
  • thickness T of the front strut 10 presents an absolute minimum at the outer end 13 and grows as the distance from the outer end 13 itself increases. Furthermore, thickness T of the front strut 10 presents a relative minimum at the inner end 12 and grows as the distance from the inner end 12 itself increases.
  • thickness T of the front strut 10 presents an absolute maximum at an intermediate section 17 which is arranged between the outer end 13 and the inner end 12 close to the inner end 12; in particular, the intermediate section 17 is arranged at a final end of the fixing body 14 (or better to the fixing plate 16 of the fixing body 14), which provides the mechanical connection between the front strut 10 and frame 6 of the road vehicle 1.
  • thickness T of the front strut 10 decreases while moving from the intermediate section 17 towards the inner end 12 and decreases while moving from the intermediate section 17 towards the outer end 13.
  • thickness T of the front strut 10 has the absolute maximum at the intermediate section 17 and decreases continuously (i.e. without ever increasing or remaining constant) and without discontinuity (i.e. without “jumps") from the intermediate section 17 towards the inner end 12 and from the intermediate section 17 towards the outer end 13.
  • thickness T of the front strut 10 decreases continuously and in a linear manner (i.e. without discontinuity) while moving from the intermediate section 17 towards the inner end 12 with a constant first decrease rate and decreases continuously and in a linear manner (i.e. without discontinuity) while moving from the intermediate section 17 towards the outer end 13 with a second constant decrease rate, which is lower than the first decrease rate.
  • the most inner part of the front strut 10 included between the inner end 12 and the intermediate section 17 i.e. the part of the front strut 10 coupled mechanically with the fixing body 14
  • presents a smaller thickness T i.e. it is "discharged", that is weakened
  • thickness T of the front strut 10 at the outer end 13 is greater than thickness T of the front strut 10 at the inner end 12.
  • thickness T of the front strut 10 at the inner end 12 is equal to 2.0 mm
  • thickness T of the front strut 10 at the intermediate section 17 is equal to 2.5 mm
  • thickness T of the front strut 10 at the outer end 13 is equal to 1.4 mm.
  • the front struts 10 were described in detail above; the rear struts 11 are entirely similar to the front struts 10 from which they differ only in the dimensioning (i.e. in the length, width and thickness). Accordingly, there is no need also for a detailed description of the rear struts 11 to which reference is made to the preceding detailed description of the front struts 10.
  • the above-described strut 10 or 11 allows the behaviour to be optimized both in case of crash at low speed (within 30-40 km/h) against a fixed obstacle, and in case of crash at high speed (within 60-70 km/h) against a fixed obstacle.
  • Such a result is obtained due to the variable thickness T which allows having an outer part of strut 10 or 11 of thinner thickness T and hence more yielding (that is less resistant and therefore which greatly deforms also in the presence of relatively small axial loads); thereby in case of a crash at low speed the outer part of strut 10 or 11 greatly deforms and therefore minimizes the decelerations to which the central section 7 of frame 6 is subjected to.
  • variable thickness T allows having an inner part of strut 10 or 11 of greater thickness T and hence little yielding (that is more resistant and therefore which only greatly deforms in the presence of large axial loads); thereby in case of a crash at high speed, the inner part of strut 10 or 11 is capable of absorbing all the energy of the crash.
  • the outer part of strut 10 or 11 (of smaller thickness T) is optimized to best protect the occupants of the road vehicle 1 in case of crash at low speed, while the inner part of strut 10 or 11 (of greater thickness T) is optimized to best protect the occupants of the road vehicle 1 in case of crash at high speed.
  • the above-described strut 10 and 11 also presents increased lateral stability in case of crash against an inclined barrier.
  • the increased thickness T of strut 10 and 11 which peaks with the absolute maximum at the intermediate section 17 serves the double function of ensuring an increase in absorbed energy in case of head-on crash at high speed and, at the same time, in improved lateral stability of strut 10 and 11.
  • strut 10 or 11 is affordable and quick to manufacture because it can be manufactured with mechanical processing (expanding, drawing and pot die forming) which is known, is easy to automate and does not require particularly complex and/or costly equipment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
EP13168142.1A 2012-05-16 2013-05-16 Zusammenklappbare Strebe gesteuerter Verformung für den Rahmen eines Straßenfahrzeugs Active EP2664519B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT000271A ITBO20120271A1 (it) 2012-05-16 2012-05-16 Puntone collassabile a deformazione controllata per il telaio di un veicolo stradale

Publications (2)

Publication Number Publication Date
EP2664519A1 true EP2664519A1 (de) 2013-11-20
EP2664519B1 EP2664519B1 (de) 2016-04-27

Family

ID=46466624

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13168142.1A Active EP2664519B1 (de) 2012-05-16 2013-05-16 Zusammenklappbare Strebe gesteuerter Verformung für den Rahmen eines Straßenfahrzeugs

Country Status (3)

Country Link
US (1) US9045099B2 (de)
EP (1) EP2664519B1 (de)
IT (1) ITBO20120271A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105189264A (zh) * 2014-04-11 2015-12-23 铃木株式会社 前纵梁的结构

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10422401B2 (en) * 2016-07-06 2019-09-24 Toyota Motor Engineering & Manufacturing North America, Inc. Energy-absorbing structure for vehicle
US10801593B2 (en) 2017-04-26 2020-10-13 Paratech, Incorporated Strut extender mechanism

Citations (7)

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DE19510299A1 (de) * 1995-03-22 1996-09-26 Porsche Ag Aufbaustruktur für Kraftfahrzeuge
EP0900717A2 (de) * 1997-09-02 1999-03-10 Honda Giken Kogyo Kabushiki Kaisha Hohlprofilteile aus Aluminium-Legierung für einen Autokarosserierahmen
WO2000030916A1 (en) * 1998-11-26 2000-06-02 Lotus Cars Limited A crash rail for a vehicle
WO2003033332A2 (en) * 2001-10-16 2003-04-24 Ferrari S.P.A. Vehicle body
US6588830B1 (en) * 2002-07-01 2003-07-08 Daimlerchrysler Corporation Energy absorbing frame rail tip
US20040166354A1 (en) * 2003-02-17 2004-08-26 Bernd Schulze Hollow molded part with closed cross-section and a reinforcement
US20110233961A1 (en) * 2010-03-29 2011-09-29 Gm Global Technology Operations, Inc. Multi-thickness tube for hydroformed members

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JPH05139242A (ja) * 1991-11-19 1993-06-08 Toyota Motor Corp 車体の前部構造
JP3144054B2 (ja) * 1992-05-28 2001-03-07 株式会社豊田自動織機製作所 エネルギー吸収部材
JP3023657B2 (ja) * 1995-09-25 2000-03-21 本田技研工業株式会社 自動２輪車のリヤスイングアーム
US6655728B2 (en) * 2000-04-25 2003-12-02 Nissan Motor Co., Ltd. Body structure of vehicle
EP1325859B1 (de) * 2001-11-13 2017-03-22 Nissan Motor Co., Ltd. Vorderrahmstruktur eines Fahrzeuges mit verbesserter Kollisionsenergieaufnahme
JP2004182189A (ja) * 2002-12-06 2004-07-02 Honda Motor Co Ltd 車体フレーム
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DE102007010021B4 (de) * 2007-03-01 2020-02-27 Saf-Holland Gmbh Achskörper, Fahrwerksanordnung und Verfahren zu ihrer Herstellung
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CA2644464C (en) * 2008-10-17 2010-04-20 Arcelormittal Tubular Products Canada Inc. Twist-axle of variable wall thickness
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Publication number Priority date Publication date Assignee Title
DE19510299A1 (de) * 1995-03-22 1996-09-26 Porsche Ag Aufbaustruktur für Kraftfahrzeuge
EP0900717A2 (de) * 1997-09-02 1999-03-10 Honda Giken Kogyo Kabushiki Kaisha Hohlprofilteile aus Aluminium-Legierung für einen Autokarosserierahmen
WO2000030916A1 (en) * 1998-11-26 2000-06-02 Lotus Cars Limited A crash rail for a vehicle
WO2003033332A2 (en) * 2001-10-16 2003-04-24 Ferrari S.P.A. Vehicle body
US6588830B1 (en) * 2002-07-01 2003-07-08 Daimlerchrysler Corporation Energy absorbing frame rail tip
US20040166354A1 (en) * 2003-02-17 2004-08-26 Bernd Schulze Hollow molded part with closed cross-section and a reinforcement
US20110233961A1 (en) * 2010-03-29 2011-09-29 Gm Global Technology Operations, Inc. Multi-thickness tube for hydroformed members

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105189264A (zh) * 2014-04-11 2015-12-23 铃木株式会社 前纵梁的结构
CN105189264B (zh) * 2014-04-11 2017-03-15 铃木株式会社 前纵梁的结构

Also Published As

Publication number Publication date
US20130307289A1 (en) 2013-11-21
EP2664519B1 (de) 2016-04-27
US9045099B2 (en) 2015-06-02
ITBO20120271A1 (it) 2013-11-17

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